Control device for gear changing mechanism in motor vehicles



01.24, 1939. K, MAYBAC'H 2,176,916

CONTROL DEVICE FOR GEAR CHANGING MECHANISM IN MOTOR VEHICLES Filed Ju1y 10, 1935 4 Sheets-Sheet 1 Oct. 24, 1939. K. MAYBACH l fim CONTROL DEVICE FOR GEAR CHANGING MECHANISM IN MOTOR VEHICLES Filed July 10, 1935 4 Sheets-Sheet Z i l I l I i i i I I Q) as Oct. 24, 1939. K. MAYBACH 2,176,916

CONTROL DEVICE FOR GEAR CHANGING MECHANISM IN MOTOR VEHICLES Filed July 10, 1935 4 Sheets-Sheet 3 far/Maaac,

Oct. 24, 1939. K M 2,176,916

CONTROL DEVICE FOR GEAR CHANGING MECHANISM IN MOTOR VEHICLES Filed July 10, 1935 4 Sheets-Sheet 4 234, KM 75 73 fl Patented Oct. 24, 1939 UNITED STATES PATENT OFFICE CONTROL DEVICE FOR GEAR CHANGING MECHANISM 1N MOTOR VEHICLES Application July 10, 1935, Serial No. 30,760

InG

ermany August 8, 1934 9 Claims. (01. 74-472 My invention relates to a control device for the pressure medium of the gear shifting mechanism for change 'gears, particularly for power vehicles. For the control of the various trans- 5, missions there are provided servo-motors, the

pressure medium operated pistons of which effeet the displacement of the speed clutches provided in the. gear. The admission of the pressure medium to these gear shifting motors is 10 controlled by particular distributing members which are set during the selection of the speed in question.

For the operation of the control device according to my invention, a pressure gas or 15 suction pressure, or a pressure fluid may be used. Pressure gas or suction pressure afford particular advantages as owing tothe high flow v speeds rendered possible by them, a particularly rapid action, an extraordinarily small construction of the whole device with slight weight, and

' simple and easy transmission, are attained.

One of the essential features of the invention is that the supply of pressure medium for actuating the gear setting mechanism for any gear 25' selection is controlled by a service lever, as for example the gas lever controlling the .vehicle motor speed, the distinguishing feature of the arrangement being that the operating pressure is supplied during movement of the service lever 30 in either or both directions of its operation. When the service lever is at rest in one or the other of its end directions, operating pressure can not be supplied to the gear shifting mechanism. Each speed can be preliminarily selected 35 by suitable setting of the pressure distributor members. The actual shifting will occur onlywhen the service lever is thereafter moved. Where the gas pedal constitutes the particular service lever, operating pressure will be momentarily supplied to effect operation of the gear shifting mechanism during movement of the pedal to idling position or from idling position, or in both instances. Thus it is possible for a speed to be preselected when the gas pedal is in idling 45 position, and the shifting operation will be effected when the pedal is depressed to speed up the vehicle motor. I

' Preferably a control member for the pressure medium operating the gear shifting mechanism bl) is displaced, where the gas lever isemployed,

during the movement of the gas lever in the last small part of .its travel in front of the'rest or idling position, by which member the control of the pressure medium for the control pistons 55 is set either indirectly or directly.

By the control of the pressure medium so that the same is supplied to the gear shifting 'mech anism only momentarily at some point in the movement of a service lever of the motor vehicle, the.pressure medium losses are reduced to the minimum, as pressure medium is present in the control passages and at the control cylinders only when the control operation commences and only so long as this operation lasts. If after the selectionof a speed it is seen that this speed should not be set, it is always possible with a control device according to my invention, so long as the pressure medium has not yet been transmitted to the gear shifting motors by movement of the service lever, to cancel the setting forthwith, or without setting the speed which is not required, change at once to another speed. Consequently no wrong controls or damages can occur, as the control passages'for the originally selected, but not actually set speed have not yet been filled with pressure medium.

The distributing members which control the pressure medium to be admitted to the servomotor pistons may be mechanically moved. Particular advantages result from these distributing members being moved by pressure medium which is preferably, also controlled by the member controlling theadmission of pressure fluid to the servomotors.

According to my invention the arrangement is such that the control force dependent upon movement of a service nlever of the vehicle, for setting the pressure medium passages to the control pistons, acts only a short time. The force is, according to my invention, subsequently immediately released by a control force which in dependence on the control operation, is operative during a portion of the control operation or during the whole time in whi the control operation takes place. This construction results 4 in particularly small pressure medium losses.

The device according to my invention may be employed with particular advantages for change speed gears of the type employing overrunning clutches, especially alternately controlled claw 5 clutches the claw end faces of which are so inclined that during the approach ofthe claw halves towards each other which starts the control, these inclinations repel the clutch halves from each other until one clutch half begins to run more rapidly than the other clutch half (disclosed in my U. S. Patents reissue 17,709 and Nos. 1,949,167 and 1,949,168). With the mechanical or pressure medium operated control devices dependent on the gas lever hitherto empreviously selected, .under which conditions no,

ployed for these gears, there is provided a spring device by which after the cutting ofi of the gas by the operator, the originally engaged clutch is disengaged. The device according to my invention has amongst others also the advantage that such spring devices are no longer required. With such gears having overrunning clutch, known auxiliary devices may be provided by which during the repelling period of the claws, one clutch half is retarded or accelerated in order to attain as rapidly as possible the overrunning number of revolutions so that the control operation is eflected as rapidly as possible, as disclosed for example in my U..S. Patents Nos. 1,891,678 and 1,883,743. With such auxiliary devices a pressure medium is frequently used for operating the device for retarding or accelerating one clutch half. The same pressure medium may then, according to my invention, efl'ect during the repelling period the control of the pressure medium supply to the gear changing servomotors of the transmission. As soon as the repelling period terminates, and the required gear selection is set, the control of the pressure. medium admitted to the servomotor pistons is reversedby the pressure medium controlled by the auxiliary device. The pressure medium therefore acts only until the repelling operation is terminated and consequently the corresponding gear selection is set.

The admission of the pressure medium to the distributing members is, according to myinvention, moreover effected under the action of a control member which is set on selecting the.

speed. If, therefore, the vehicle service lever is actuated'without another speed having been operation of the gear shifting mechanism is required, this control member prevents the pressure medium being unnecessarily admitted toher on operation of the speed selecting mechanism.

On driving with a vehicle provided with a device, according to my invention, in a great ascending gradient it-may happen that the pressure medium is supplied to shift the gears to a new speed while the vehicle motor imposes a heavy load on the gear transmission parts in propelling the vehicle. In this case the pressure medium action might in some cases not suflice to move the movable clutch half out of engagement. For this reason an auxiliary device is provided according to my invention by which on cutting off the gas the main clutch of the vehicle is disengaged for the purpose of facilitating the disengaging of the claw clutches.

the basic construction of a device according to my invention in partial section. in which the distributing members for .the pressure medium admission to the control members are mechanically moved. Fig. 2 shows a ,further constructional example likewise in partial section in which the distribut ing members are operated by pressure air.

Fig. 3 is a diagrammatic view supplementary to Fig. 1 showing the pressure distributing mem- This clutch may then, subsequently, if required, be immedibers and the gear selecting cam which operates the same, and further illustrates one way in which the distributing members may be employed with a pair of servomotors for transmission such as shown in Fig. 4;

Fig. 4 shows a 4-speed transmission employing claw clutches, and serving to explain the utility oi. the several embodiments of the invention as shown in Figures 1 and 3, and in Fig. 2. v

Fig. 5 shows the details of the distributor valves in the embodiment of Fig. 2;

Fig. 6 shows the details of the stationary member cooperating with the distributor valves;

Fig. 7 illustrates the construction of the gear selecting cams in Fig. 2;

Fig. 8 is a fragmentary sectional elevation showing the details of certain parts in Fig. 2; and

Fig. 9 is adiagrammatic view showing an auxfor releasing the main clutch of the vehicle to facilitate the disengagement of the clutches of the transmission.

'iliary arrangement according to the invention.

- In Fig. 1, I indicates apressure medium reser- I 6 which is connected by a spring II with a cylinder l8. The latter is connected with one arm I! of a lever, the other arm 20 of which bears against a knob 2| of a pin 22 of a slide valve 23 which latter has a groove 24 and is loaded by the spring 25. 26 is a passage in the as 4 which leads to the space at the left of a piston 21 which latter isin connection with a pin 28 which possesses an extension 23. 30 and '40 are each afurtherpungelntbecasing 4, 3| an air communicatim opening. 32 is a stop valve which is maintained clued by a spring 33. 34 and 35 are span: in the claim 4 which communicate with each other by a passage 36. with the space 35 commlmicatebores of which one (31) is illustrated. Pipe 38 leads to one of the gear shifting motors of the change gear.

' The slide valve or control member 8- has a longitudinal groove 2|6 therein which when the valve is in its right end position vents pipe 38 to the atmosphere through opening 2" in the valve casing.

In Fig. 1 the pressure control member 8 previously referred'to and the similar pressure control member 8b constitute two of a series of pressure distributing members which are selectively operated by cam I through the hand lever B in order to obtain difierentgear selections.

The number of pressure distributing members will depend upon the numberoi gear shifting motors to which pressure is to be distributed, and the number of servomotors will in turn depend upon the number of gear selections in, and the type of, the particular transmission with which the invention is to be employed.

In Fig. 3 is shown an arrangement of four similar pressure'distributing valves arranged to I operate two servomotors. Slide valve 8, shown in Fig, 1, serves to supply pressure received from space 35 through port 31 through its groove l0 and pipe 38-to theleft end of piston Ill of servomotor I42. Paired with valve 8 is a second valve In serving to supply pressure received mm space through port 310 to the right end of piston III of the same servomotor through pipe 38a. The second pair of slide valves 8b and 8c serve to distribute pressure through their respectivep'ipes 38b and 38c to the right and left sides of piston |6|' of the second servomotor I82.

Cam I is marked in Fig. 3 to indicate the cam portions which control the positions of each of the slide valves for four different gear selections.

The various valves are arbitrarily indicated in 'end position, while the left side of piston IBI is vented to the atmosphere through pipe 380 and the groove in slide valve 80.

In the third speed position of cam disc 1,'the

pair of valves 8 and 80. remain unchanged so that piston MI is in its right end position as in the case of fourth speed. The positions of the valves 8b and 8c of the other pair are shifted from that shown in Fig. 3. Valve 8b cuts off the supply of fluid pressure and vents the right side of piston |6|' through pipe 38b, while valve 8c allows fluid pressure to be supplied from port.

310 through pipe 380 to the left side of piston |6|'. Accordingly, in third speed piston |6|' assumes its right end position.

In second speed valve 8 closes and valve 8a opens to cause piston |4|' to assume its .left end position. At the same time valve 8b will be open and valve 80 closed so that the piston I6! will assume its left end position as does piston IM'.

Inflrst speed, as in second speed, valve 8 will be closed and 8a opened, piston Ml being in its left end position. At the same time, valve 8b will be closed and valve 8c opened, piston I6! assuming its right end position. The operation of the device according to Figs. 1 and 3 is the following:

The various parts are shown in the position which they assume in the rest position of thegas lever ll. During the preceding drive withgas or also during the rest position of the gas lever, the selector disc I has been so turned by means of the hand lever 5 in accordance with the speed to be set, that by the corresponding cam of the selector disc 1 the control slide valves 8, 8a, 8b

and 8c have been brought into the illustrated positions above explained.

If the selection of the speed has been eifected in the rest position of the gas lever, the slide valve 23 will upon the following admission of gas be moved during a small part at the beginning of the'gas lever stroke, from the shown left into its right hand end position against the pressure of the spring 25, in which position the left portion of the control slide valve closes admission from the pipe 2. During this movement the pipe 2 leading from the pressure me dium container is connected for a short time with the passage 26 so that pressure air enters behind the piston 21 and 'moves the piston 21 and consequently the pin 28, 29 to the right. Thereby valve 32 is opened so that pressure air passes from the pipe 3 through 34, 36, 35, 31, 38 to. the servomotor piston corresponding to the selected speed. After a limited time the pressure at the left of piston 21 escapes by reason of leakaiie around the piston and through vent rotary valve distributor disc 8|.

38 and/or vent 3| assuming of course that slide valve 23 has cut off the pressure supply from line 2. Valve 22' accordingly closes under the action of its spring and piston 21 and pin 28 return to their left end position.

If the selecting movement occurs during drive with gas, then, in similar manner as just described, also upon returning the gas lever into the rest position, through groove 24 of slide valve 23 upon sliding over the admission opening of the pipe 2, presure medium supply to the piston 21 and consequently presure medium admission by the valve 32 will be opened, and the selected speed will be set on cutting off the gas supply, in the same manner as above described.

In the constructional example according to Fig. 2, 6| is the casing of the speed selector, which is closed at its upper and lower ends by covers 62 and 83. Upon the shaft 64 of the speed selector, which is set through any suitable connection' by means of a small hand wheel 66 mounted on the steering post column or'elsewhere convenient to the driver is arranged a cam disc 61 which moves a slide pin 68. 69 is a stop valve loaded by a spring 18, for the pressure air entering 'from the branch pipe 88 connected to the pipe 2. 1| is a pipe connected in rear of valve 68, 12 an air communication opening, 13 an angular passage which leads pressure air coming from pipe 88 to'the slide pin 15 connected with the piston 18, which pin is under the action of the spring 16.- 11 is a connection pipe to the casing 8| containing the control parts.

The slide pin 15 is moved by cam disc 19 on shaft 64. Cam discs 61 and 19 are constructed in a manner known to the art. For use with a four speed transmission the'same may take the form illustrated in Fig. 7.

A carrying member 80 is disposed at the lower end of speed selector shaft 64 connecting with a Such disc through rotation of shaft 64 is turned over a stationary plate 83 through which extend the open ends of pipes 82 and 83, and provided with a circular vent opening 88. These parts are best shown in Figs. 5 and 6.

The number of pipes opening through plate 63 will be determined by the number of gear shifting servo motors to be operated. In the arrangement illustrated, two pipes 82 and 83 are represented, the same serving to supply pressure medium to and provide for the escape of pressure from the servo motors under control of the distributor disc 8|.

In distributor 8| are a series of ports 86, 86a, 86b and 860, representing four different speed selections, and adapted to be selectively brought into registry with the opening of pipe 82 in plate 63. A-corresponding set of valve ports 88', 86'a, 86'b, and 86'c are arranged in the disc to register with a pipe 83. Ports 86 and 86', as shown in Fig. 2, do not extend through the disc, but are connected with each other, andput in communication With the exhaust vent 90 in plate 63 through passage 98'. 'I'hfe-same is also true of port 860 which connects with port 86 through passage 862:, and which through passage 86:: and passage 90' can be put in accommodation with port 98. Port 86'?) also extends only a portion of the way through the disc and is put in communication with vent SU -through passage 9|l'b. The remaining ports 863a, 86b, 86c and 86'c extend completely through'dist'ributing disc 8| so thatthe pressure mediumfrom space 89 26 and speed position port 86b registers with pipe 82 to supply pressure medium thereto, while at the same time pipe 83 is vented through port 86'b, passage 90'b and vent 90. In first speed pressure is simultaneously supplied to both pipes 82 and 83 through the respective ports 86c and 86'c.

Pipe 18, connected to the source of pressure medium through passage 13, and lines 88 and 2,

is controlled by slide valve 15. Such pipe leads to a device operating the vehicle clutch, so that thevehicle clutch .may be disengaged on cutting ad the gas for the purpose of facilitating the operation of the gear shifting motors where, as in the transmission hereafter referred to, claw clutches are employed to obtain different gear a slide valve 221 provided'with a bore'228. Thevalve is urged upwardly by a spring 226. Pipe 18 communicates with the upper end of the casing. When valve 15 controlled. by cam disc 19 of the selector mechanism" is opened pressure is supplied to the upper end of the casing to force slide valve 221 intothe lower position as shown. At such time line 23I is vented through groove 229 and vent 235. At such time piston 239 is in its left position and clutch 233 is engaged through the usual clutch spring. When the selector cam disc 19 is temporarily in position to close slide valve 15, pipe 18 is vented to the atmosphere through grooves 231 in valve 15 and vent 238. The clutch control valve 221 is then moved upthrough lines 230 and 23I through .bore 228.

Piston 239 of the clutch motor is then moved toits right end position to disengage clutch 233. The vehicle clutch is disengaged only during gear shifting operation, at which time presure is supplied to pipe I22, and th'erethrough to the gear shifting servomotors, hereafter to be explained. At such timesyal've H8 is in its upper position permitting the passage of pressure through line 11 to piston 14. The movement of piston 14 to its left end position causes slide valve 15 to shift to the left, thus cutting oif the supply of pressure through line 18, and, as above explained, venting valve casing 225 so that air pressure is supplied to disengage the clutch operator. A'fter gear shifting has been completed passage I22 is vented, as hereafter to be explained. Slide valve IIB thereupon movesto its lower end position. The pressure to piston 14 is accordingly cut off. Slide valve 15 moves to its right position under the action of spring 16' against piston 14 and and II or I and HI.

pressure is supplied through passage 13 and pipe 18 to depress valve 221, thereby venting the clutch operating motor 32 and. allowing the clutch to re-engage.

To the lower part of the casing 9| is connected pipe 2, to the upper partthe branched on pipe 92. 93 and 94 are pressure air valves which are loaded by the springs 95 and 96. 91 is a slide corresponding to the control slide valve 23 of Fig. l, which is held in its two end positions by suitable locking, such as spring loaded bolts having a curved front face adapted to cooperate with adequately shaped recesses, as are wellknown in the art. cross passage 98 as wellas a groove 99. A representative construction of slide valve 91 is shown in Fig. 8. A spring-pressed bolt or finger 85 is disposed in the valve. In the upper position of the valve the pin engages a recess 84a in the wall of the casinglll and when the valve is in its lower position engagement is made by the finger -with recess 84b. Under the slide valve 91 opens the pipe 1|, coming from the speed selector. To the space under the valve 93 is connected a passage I00 which opens at the slide valve 91. IN and I02 are passages in the casing 9|.

Slide valve 91 possesses a and I05 are'bores which effect communication with the outer air. The valve 94 is moved by the pin I06 which can be lifted by the gas lever I09 by means of the lever I01 and the'cam I08. The

valve 93 is moved by the pin IIO which is connected with the piston III. By thepassage I33, the space under the piston III is in connection with the outwardly leading bore I03 to which latter is connected passage I28. Into thespace I above the piston III opens a communication passage I21 which leads to the slide valve II2. The latter has at its upper end a disc shaped projection H3 and moreover a groove I I4. From below the slide valve II2 is loaded by the spring I34. The two slide valves 91 and I I2 are connected by the passage I I5. The space provided above the disc II3 of the slide valve II2 is in communication with the guide bore of the slide I06, via passage 6.,

From the space above the piston III leads a passage II1 to a further slide valve I I8 which latteris loaded at its upper end by a spring H9 and possesses a groove I29 and at its lower end an extentlon pin I20. I3I is a communication passage to passage I32 to which latter is connected pipe 81. Into the space under the slide.

valve II8 leads a pipe IZI which is connected to a pipe I 32. Such pipe leads to cylinder I24 of an auxiliary device for moving throttle valve I25, and also leads to one of the gear shifting servomotors, in the manner and for purposes as shown in Fig. 4. In the cylinders are moreover provided slide valves I46 and I66 which possess in addition to ring pieces I41 and I48or I61 and I68, as well as I49 or I69, grooves I50 The passages I52 and. I53 or I12 and I13 provided in the cylinder connect the spaces of the slide valves with the cylinder spaces lying in front and in rear of the two pistons MI and I6I. To the casing portions of the cylinders which contain the slide valves are connected on the one hand the conduits 82 and 83 which come from the speed selector, and on the other hand the conduit branches I54 and I55 as well as I14 and I15 which latter branch from a. common conduit I80. Between the conduit I60 coming fromthe conduit 81 and the conduit I80 is interposed a slide valve I82 loaded by a spring I8I, which has a groove ,I8 3' as well as an angular channel I84 which latter is in communication with groove I83 via a small cross'passage I85. The operation-"of such valve is hereafter explained. I'JGwa fnd I16 are aircommunication openings. 7,

The mode of operation of the device according to Fig. 2 is the following:

In the drawings the individual parts are shown in the position assumed in the rest position of the gas lever. As the pin I06 is in its lower position the valve 84 is closed. The space above the disc I I3 is therefore connected with the outer air through passage H6 and air communication bore I05,- and the slide valve H2 is in its upper end position under the action of spring I34.

On turning the hand wheel 66 the valve 68 is opened against the force of spring 10, by meansof the cam disc '61 by the pin 68. Consequently pressure air passes through conduit 1I under slide valve 81 which latter is thereby displaced into its upper position and is in this position held for instance by finger 85, as shown inFlg. 8.

By the movement of the slide valve 91 into its upper end position, pressure air passes from the conduit 2 into the passage II5 through passage I and the bore 98 of the slide valve 81.

The selective adjustment of the distributor disc 8I through hand wheel 66 brings one of the valve ports 86, 86a, 86b, 86c into registry with pipe 82, while at the same time registry)v is established between pipe 83 and one of the series of ports 86, 86a, 86'b, 86'c. In certain gear selections pressure will be supplied through-line 82 to force slide valve I46 into its right end position, at which time pressure medium from line I80 will'act' through passages I55 and I53 to move piston I4I into its left. end position. When line 82 .is vented through port 90 in plate 63, slide valve I46 is moved to its left end p sition through spring I51 and pressure is supplied through passages I54 and I52 to move piston I4I into its right end position. Through a corresponding arrangement pressure supplied through line 83 forces slide valve I66 into its left end position which res'ults'in the movement of piston IIiI into its right end position. When line 83 has vented valve I66 moves to its right end position under actuation of spring I11 and pressure is supplied to move piston I6I into its left end position. H

As soon as the driver admits gas, the bore I05 is closed by the pin I06 and thereby the connection with the outer air is interrupted. Simultaneously, the valve 94 is lifted so that pressure air from the donduit 82 passes through passage II6 above disc II3 of the slide valve H2 and depresses the latter into its lower position. So long as gas is admitted the slide valve H2 is held in its lower position by the pressure air admitted above the slide valve. When the connecting passage I21. is momentarily opened during the downward movement of slide valve I12, the pressureair contained in the passage II5 passes above the piston III, presses the same I downwards, closes at the same time by means of the pin 0 the small passage I28 leading to the air communication bore I03 and lifts the valve 93. Consequently, pressure air passes through the conduit; 81 into the space 89 and from there in accordance with the selected speed setting of the distributor disc 8I into one or the other, or both of, the conduits 82 and 83 leading to the control cylinders I42 and I62 of the change gear. I

At .the same time pressure air passes'through the inclined passage I02 and the passage -IOI above the slide valve 91 which is thereby displaced back into its lower position in which the passage II5 is filled via longitudinal groove 99 and passages l0l and I02 again with pressure air.

The setting in the gear takes place in such a manner that pressure air is admitted to the casing of the slide valve I46 in the cylinder I42 through conduit 82, and slide valve I46 is thereby displaced into its right hand end position in opposition to the force of spring I51. No pressure air is admitted to the slide valve I66 by the corresponding conduit 83, as the latter is in communication with the outer air by the groove 90 .and the bore 80. The slide valve I66 remains therefore in the right hand end position assumed under the force of the spring I11.

By the conduit I60 connected to the conduit 81, pressure air passes to the slide valve I82 through its angular passage I84 into the space under this slide valve, and displaces the slide in opposition to spring I8I into its upper end position. Thepassage I84 is so dimensioned that the movement of the slide valve I82 in the upward direction is retarded relatively to the control movement of ,the slide valve I46.

In the upper position of the slide valve I82, this slide valve passes the presure air coming from the conduit I60 via its annular space I83, to the conduit I80, the presure air being simultaneously passed, as before under the slide valve I82 through the small passage I85 connected with the angular passage I84, and the slide valve I82 is thereby held in its upper position. From the conduit I80 pressure air passes into the branches I54 and I14. It therefore assists at the slide valve I46 to hold the slide valve in its right hand position, whilst at the slide valve I66 further passage is closed by the end piece I69. Moreover, through the passages I55 and I15 the pressure air passes from" the conduit I80 at the cylinder I42 through groove I5I of the slide valve I46 and the passage I53 to the space on the right of piston MI, and at the cylinder I62 through groove I10 of slide valve I66 and the passage I12 into the space on the right of the piston I6I. The piston MI is displaced by the action of the pressure air into its left hand and position, and the previously engaged claw clutch is disengaged and the claw clutch corresponding to the speed to be set is engaged by means of 143, I44, I45. The piston I6I is held by the admitted pressure air in the assumed left hand end position. By this means the selected speed is set.

The described arrangement is particularly used with gears having overrunning claw clutches in which, for instance, the end faces of the claw teeth are so inclined that engagement occurs only upon the slower running clutch half being overrun by the more rapidly running clutch half, and in which auxiliary devices of known kind are provided by which during the repelling period one clutch half is retarded or accelerated. With such gears, the conduit I22 is connected to a conduit conveying the controlled pressure medium, of the appertaining auxiliary device. The

.I62 opposite piston rod I63.

conduit .I22 leads to the cylinder. I24 the piston of which operates the throttle valve I25, the spring device I26 built into the normal gas linkage permitting of a movement of the throttle valve without movement of the gas pedal lever I09. Conduit I22, as shown in Fig. 2, also connects with a portion of the gear shifting motor Disposed in the piston rod is a bore 2 communicating with a longitudinal groove 2I2. vThere is also a second.

longitudinal groove 2I3. When pressure is supplied from line I80 to the right hand side of piston I GI and the piston has been moved sufficiently far to the left to bring one clutch half in the transmission into preliminary rattling engagement with a preceding clutch half, line I22,

is connected with the chamber on the right of piston IIiI through bore 2 and groove 2I2.

Pressure is accordingly supplied from the piston chamber through line I22. Such pressure acts on piston I24, and simultaneously through line I2I on slide valve H0. "Through the movement of slide valve H8, passages I 3| and II! as well as passage 11 are connected together, while through the upward movement of piston I24 the throttle valve I25 is opened to a certain'extent to speed up the motor and increase the rotational rate of the preceding clutch half. This enables the clutch halves to be brought into final clutch ing engagement for the desired gear selection in the transmission, piston IGI then moving into its left end position. As soon as piston I6I has reached the latter position, line I2I is vented to the atmosphere throughgroove 2I3. The reduction in pressure in such line causes slide valve- IIO and piston I24 to return to their lower end positions through the action of their springs. 'I'hrottle'valve I25 is again closed and the shift operation therewith terminated. By the pressure in the conduit I2 I as just explained the slide valve I I8 is displaced upwardly and by the groove I29 of this slide valve the passage I 3I is connected with the passage 1, so that pressureair admitted by the valve 93 can also pass above the piston III. open by the pressure released by the valve until the pressure existing in conduit I2I disappears and the slide valve I IT moves back into its lower position, that is, so long, as the repelling condition of the engaged claw clutch of the gear lasts.

80 long as slide valve II8 remains in its upper position pressure is transmitted through conduit 11 tothe space at the right of piston 14. Such piston against the action of spring 16 moves to the left to shift pin I5 which connects with the piston into a notch of disc I9. 'This prevents I during the control operation proper, a new selecting movement being made, by which disturbances might occur. After the selected speed has been set, the various parts (slide -valve I I8, valve 93, piston III, slide valve 91) are back in their original positions and are if required ready for a new setting. The slide 2 valve is either in its lower or in its upper position dependent on whether gas is being admitted or the gas lever The valve 03 is therefore held provided with alternately facting clutches 20I and 202 between the first two pairs of gears, and a double claw clutch 20'! between the second two gears of the main'shaft train. Clutches 20I and 202 are operated through lever 203 fixed to a rotatable operating shaft 204. Clutch 20'I is actuated through lever'208 carried by rotatable operating shaft 209. It will be understood from Fig. 3 that pistons HI and IGI' of the servomotors I42 and I62, as used with the embodiment of Fig. 1, are connected through their piston rods l43' and I63, and levers I45 and I65 with the respective transmission clutch operating shafts 204 and 209.

Similiarly in the embodiment of Fig. 2 the corresponding-servomotor pistons I M and I6I can be attached to the respective shafts 204 and 209. That is to say, both embodiments of the invention are adapted to operate with the same trans sults, in the described arrangement, from the fact that at any setting all distributor slide valves are set by the pressure medium so far as they are not already held .in the proper position by spring force.

The valves moved by pressure medium are caused to operate whenever a certain higher pressure acts on one side against a lower pressure acting on the other side, as is well known in the art. Using spring presure in addition, as

shown in the drawings, means simplification in sofar as fewer pressure air conduits are required.

I do not want to be limited to the details described or represented in the drawings as many variations will occur to those skilled in the art.

What I claim is: 1. A control device for pressure operated gear shifting mechanism in motor vehicles comprising a first valve adaptedto control the-flow of pressure to the gear shifting mechanism, means for setting said valve at will, a second valve operating in dependency on the gas control of the motor, a third valve adapted to be operated by the pressure controlled by said second valve, said third .valve controlling the admission of pressure to said first valve, a piston for actuating said third valve, said piston being adapted to be operated by the pressure controlled by said second valve, and a pin adapted to transmit movement from said piston to said third va1ve, 'a fourth valve adapted to admit pressure to said piston, and a pressure operated auxiliary.device for influencing the speed of the gear clutch to be engaged, said fourth valve-being adapted to be operated by the pressure acting on said auxiliary device.

2. A control device for pressure-operated gear shifting mechanism inaflmotor vehicle comprising a pressure supply ,for Operating the gear shifting mechanism, a gas pedal forthe vehicle motor movable in a path, and control means controlling the supply of operating pressure to the gear'shifting' mechanism operating in dependency on movement of said gas pedal and being operative to cause pressure to be supplied to the gear shifting mechanism only when the gas pedal is at an intermediate position in its path of movement.

3. A control device for pressure-operated gear 1 5 means for setting said distributor valve means for the various gear selections, and control mechanism controlling the supply of pressure to said distributor valve means including a service lever movable in a path, a second valve means actuatable by said service lever through pressure which is supplied only when said service lever moves to a point intermediate the ends of its path of movement, and a third valve means controlled by the pressure supplied through the second valve means operating to control the flow of pressure to the distributor valve,means.

4. A control device for pressure-operated gear shifting mechanism in a motorvehicle comprising a pressure supply, a distributor valve means controlling the flow of pressure from the pressure supply to the gear shifting mechanism for various gear selections, a service lever movable forward and backward in a fixed path, and control means operating in dependency on the service lever controlling the flow of pressure from the supply to the distributor valve means, said control means cutting oil the flow of pressure to the distributor valve means when the service lever is at each end of its path of movement, and said control meansbeing operative to momentarily supply pressure to the distributor valve means during movement of the lever both-forwardly and backwardly when the lever reaches an intermediate position in its path of movement.

5. A control device for pressure operated gear shifting mechanism in a motor vehicle comprising a pressure supply, a pressure actuating valve means controlling the flow of pressure from the" supply to the gear shifting mechanism, a service lever movable ina path, and control means operating in dependency on movement of the service lever controlling the supply of operating pressure for said valve means, said control means being operative to open said valve means only when the service lever is at an intermediate position in its path or movement.

v 6. Ina control device controlling the supply of pressure to pressure operated gear shifting mechanism in a motor vehicle, a service lever movable backwards and forwards in a fixed path, a pressure control valve movable between two end positions, said valve being open at a point in its movement intermediate its end positions to permit the flow of pressure therethrough and being closed in each of its end positions to cut off the flow of pressure, and connecting means between the service lever and said valve causing the service lever during movement in its path to move the valve from one to the other of the end positions of the valve and causing said valve to be momentarily opened during its course of movement when the service lever is at an intervmediate position in its path of movement.

cluding the feature that the pressure supplied through the second valve means facts on a piston, and that movement of said piston is transmitted through a pin to the third valve means and serves to open the third valve means.

9. A control device for pressure operated gear shifting mechanism in 'motor vehicles comprising a first valve controlling the distribution of pressure to the gear shifting mechanism, means for setting said first valve at will, a service lever movable in a path, a second valve operating in dependency on said lever, a third valve controlling the flow of pressure to the first valve, said third valve being adapted to be operated by the pressure controlled by the second valve, a piston actuable by the pressure controlled by the second valve operative to move the third valve to open position, a fourth valve operating independently of the second valve to supply pressure to said piston and adapted to cause said piston to hold the third. valve open, and a pressure operated auxiliary device for influencing the speed of the gear clutch to be engaged, said fourth valve being actuable by the pressure acting on said auxiliary device.

KARL MAYBACH. 

